Automatic train-stop.



J. GUT.

AUTOMATIC TRAIN STOP.

APPLICATION FILED 1AN.24. 1917 13385 1 2. Patented A110: 28, 1917.

wmam I $10M? Quit Patented Aug. 28, 1917.

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awe/13 JACOB GUT, OF CLEVELAND, OHIO.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Aug. 255, 1917..

Application filed January 24, 1917. Serial No. 144,138.

To allwhom it may concern."

Be it known that I, JA-oor. GUT, a citizen of the United States, residing at Cleveland, in the county of Guyahoga and State of Ohio, have invented certain new and useful Improvements in- Automatic Train Stops, of which thefollowing is a specification.

This invention relatesto' automatic train stops, and particularly to electrically operated devices for applying the brakes on railway trains and cutting ofi' the steam to the locomotive under danger conditions.

The apparatus includes a track circuit which is adapted to actuate valves controlling the steam and the air; the valve structure particularly being ofnovel construc tion.

In the accompanying drawings Figure 1 is a side elevation of a locomotive and track devices associated with the electric circuits.

Fig. 2 is an end elevation showing thecontrolling valve.

. Fig. 3 is a section and partial diagram of the valve structure and the electrical con nections.

In Fig. 1, the locomotive is indicated at 4, the steam dome at 5, the throttle at 6 and connections thereto at 7, and the steam pipe at 8 leadingto the'valve casing9. 10 is a steam. pipe from the valve to branch pipes 11 each of which extends to the valve chest 12 on the cylinder 13, whereby steam flows through the valve casing 9 from the boiler to the cylinder. 14: is a main air tank for the brake service, connected by. a pipe 15 to the valve casing 9 referred to, and by pipes-16 leading from said valve casing to the train pipe.

The construction of the other parts will be. described in connection with the operation thereof. 20 is a semaphore mounted beside the track and adapted to close the circuit 17 and 21 of the track battery 19, the lines being connected respectively to the ordinary rail 18 and to a ramp rail'22 ,.located between the ordinary rails 18 and 24. This circuit also includes an electromagnet' 107 ,carried by the engine..the current being suppli'edifrom the track circuit to said magnet by means of a shoe 25 pivoted at 27 to a frame 28*insulated fromithes body of the locomotive" as indicated at 29. l heshoe 25 is. adapted; to wipe over the ramp: rail 22 from either direction, springs 26 pressing against: the. shoe in either position to hold it in contact, and the ends of the ramp rail being sloped as indicated at 23 to enable the shoe to ride upon the same. The line from the shoe to the magnet 107 is indicated at 80, and a return line to the rail 18 is indicated at 35, through the axle the wheel 31, and other devices on the wheel to be hereinafter described. \Vhen the track circuit is closed the coil 107 will be energized when the engine reaches the ramp rail. When the magnet 107 is energized its core 111 attracts the armature 106, and a cab circuit is closed through the battery ll line 11 0, switch 112, and line 105. And, also, the magnet 107 is connected in the circuit just described by wires 108 and 109, so that when the magnet 107 is once energized it will remain so, even after the engine passes the ramp rail 22, until released by opening the switch 112.

The magnet 37 is conveniently supported by a bracket 38 on the valve casing 9. When this magnet is energized its core attracts an armature 14 connected to the stem of a double-acting valve 45 one face -16 of which is withdrawn from a port 19, and by the same movement the other face of the valve closes an exhaust port 47. hen the port 49 is opened airunder pressure in the pipe 16 passes through the ports 50, so. and against a: piston 5'2 in as small cylinder in the valve casing,. and forces this piston inwardly against the tension of its spring 53,

and shifts a: valve 54 to the right as shown i in dbtted lines in Fig. 3. This movement of the valve 5 1 acts to connect, through a passage 55, a port 63 leading from one end ofa cylinder 66 which contains steam which is thereby exhausted from said cylinder. Steam is supplied to the valve casing through the pipe 8, as above described, and enters through ports 67 and chamber 68 to the cylinder containing the valve 5%,. and thence the steam is passed through ports 56 in said valve to the opposite side thereof. hen said valve is shifted to the right as lines 113 and 39, magnet 37 above described it uncovers a port 57, permitting steam to flow through the same to achamber 59 at the end of the cylinder 66, and: the pressure thus admitted acts on the steam valve and' shifts the same to the right", closing against the seat 61 whichcuts off the steam to the pipe 10 leading to the cylinders of the locomotive. The piston valve 60 works througha ring nut 6 1' at the end of'the chamber 66. The area of the rightend 65 of the valve 60 is smaller than the opposite end, sothat the valve may be shifted as above described. It will thus be understood that when danger conditions exist the steam is cut off. WVhen normal conditions are restored the chamber 59 is exhausted through the ports 57 and 58 and the valve 60 by steam admitted behind the head 62 thereof, through the port 63.

With respect to the brake operation, when the armature 44 is attracted a circuit is closed through lines 104 and 35 to a governor indicated at on the car wheel 31, and through the magnet 102, to battery 41, line 42 and ground 43, but the circuit is not closed until contacts 33 and 34 are closed. 35 is an insulated support for the contact 34, and the contact 33 is carried by a centrifugal weighted arm 32 carried by the Wheel 31 or by a rotating part on the axle. WVhen the engine is running at considerable speed these contacts will be held open by the centrifugal action, so that the brake service to be described will not be operated until after the speed has decreased sufiiciently to enable the spring attached to the governor arm to close the contacts 33 and 34. This prevents applying the brakes too quickly, or when the speed is too great. The magnet 102 is supported by a bracket 103, and when the magnet is energized by the joint action of the magnet 37 and the governor the armature 99 is attracted. 101 indicates a spring, contained in a casing 100, and tending to lift a valve stem connected to a double faced valve 93 and 95 is a weaker spring tending to close the valve 93 against a port 92. hen the armature 99 is attracted by the magnet 102 it lifts the valve against the tension of the spring 95, and opens the port 92 and closes a port'94 leading to a chamber 96, in a fitting 97, which chamber exhausts through a port 98 to the atmosphere. When the port 92 is opened and the exhaust 94 is closed air flows from the inlet pipe 15 through a port 75, chamber 74 and passages 77 and 89 to a chamber 90 and thence through the port 92 to a chamber 91 and port 92* to a small cylinder containing a piston 88, and the pressure shifts said piston to the left against the tension of its spring 87, and by means of a connecting rod 86 shifts a spool valve 82 to the left. When the valve 82 is so shifted a port is connected through the valve passage 84 to an exhaust ort 81, thereby releasing air from a chamber 72*"- behind a tubular valve 70 which controls the passage of air from the inlet pipe 15 to the train pipe 16. The valve shifts under the air pressure to the position shown in dotted lines in Fig; 3, which closes the port 71 connecting the pipes 15 and 16 and opens an exhaust port 16 reducing the air pressure in the train pipe and permitting the brakes to operate. is a cylindrical shift the latter to completely open position, r

casing in which the piston 88 moves, and

' 76 is a plug in the end of the chamber 74.

In order to prevent the air in the train pipe from being entirely exhausted, an auxiliary piston 73 is providedin the cham'ber'74. This piston has a rod 72 projecting toward the valve 70, and when the valve closes the piston 73 is shifted to the right. Then the pressure in the train pipe is sufliciently reduced to compensate for the difierence in area of the valve 70 and the piston 7 3, the air pressure entering through the port 75 acts on said piston to shift the valve 70 to the left and close the exhaust 16 7 0 is a recess in the valve 70 to uncover at all times port 80. The brakes are thus applied.

To release the brakes and restore the steam line the switch 112 is opened, thereby releasing the armature 106 which opens the circuit of the magnet37 and permits the arma- 35 ture 44 to be lifted by the spring 48. This releases the air through the port 47, and the spring 53 by its pressure on the piston 52 re turns the spool valve 54 permitting steam to enter the chamber 66 and open the valve 60. 9 in the steam passage. At the same time the circuit of the magnet 102 is broken, and the spring 95 pulls down the armature 99 and closes the valve 93 against the port 92 and opens the exhaust port 94 which releases the 93 air pressure from the chamber 91 and'the passage 92 and the spring 87 by its action on the piston 88 shifts the spool valve 82 to the right, as shown in full lines in Fig. 3, and air enters from the chamber 74 through the passages 78 and 83 to the chamber 79 and thence through the'port 80 behind the closed end ofthe valve 70, shifting said valve completely to the left and opening the port 71, thereby restoring the train pressure and releasing the brakes. It should be remarked in this connection that the difference in the area of the piston 73 and the valve 70 is such that the formerdoes not but when the port 71 is opened a trifle the air bleeding through from the pipe 15 will equalize the pressure and stop the action of the piston 73, the valve 70 remaining in such position until it is fully opened by air admitted through the valve 82 as just de scribed. From the above description it will be seen that when danger conditions exist the valve mechanism will operate first to shut off the 12-0 steam, and when speedis sufliciently reduced to apply the brakes, and the apparatus remains in'this state until conditions are re." stored by operation of the switch 112.

I claim: V 1. In a train controlling mechanism, the combination of a steam valve controlling the steam supply to the locomotive cylinders, an air valve controlling the air brakes, tripoperated electrical means to control both of said valves, said means including controlling valves to admit pressure from the air-brake line to each of said valves and means governed by the speed of the train to delay the operation of the air brake valve until after the steam is out 01f and the speed reduced to a certain rate.

2. In a train controlling mechanism, the combination of a steam passage, a piston valve therein controlling the steam supply to the locomotive cylinder, an air pressure pipe, a controlling valve adapted to admit steam pressure to opposite sides of said valve to open or close the same, and means actuated by pressure from the air pipe to operate said controlling valve, said means including an electrically operated valve controlled by a track device.

3. In a train controlling mechanism, the combination of a. steam pipe, an air pipe a normally open piston valve in the steam pipe, ports connecting the steam pipe to opposite sides of said valve, a second valve controlling said ports, a piston connected to said second valve, a passage leading from the air pipe to one side of said piston, an electrically operated valve in said passage, adapted to admit air to shift the piston in one direction, and a spring to return the piston, when the air is released.

t. In a train controlling mechanism, the combination of a steam pipe, a valve therein, controlling the steam supply to the locomotive cylinder, means actuated by steam pressure from the pipe to open or close said valve, an air pressure pipe, means actuated by pressure from the air pipe to control the steam supply to said means, and electrical tripactuated means to control said supply of pressure from the air pipe.

5. In a train controlling mechanism, the combination with a power cutoff mechanism, and an air brake operating mecha nism, of means to actuate said mechanisms including trip-controlled electric circuits for operating each mechanism, and a speed governed device provided With means to hold the circuit of the brake mechanism open Copies of this patent may be obtained for until the speed is reduced to a certain amount.

6. Ina train controlling mechanism, the combination with the air brake pipe, having an exhaust port, of the tubular valve 70 having awclosed end, a chamber in which said end Works, a passage connecting the inlet side of the pipe and said chamber, whereby pressure in the chamber normally forces said valve to open position, and closing the exhaust port, a controlling valve in said passage, adapted to exhaust pressure from the chamber, permitting the tubular valve to shift to closed position and open the exhaust port, a piston connected to said controlling valve and exposed to air pres sure from the brake pipe, and trip-actuated means to control the admission of air to, or the exhaust thereof from, said piston.

7. In a train controlling mechanism, the combination with the air brake pipe, having an exhaust port, of the tubular valve 70 having a closed end, a chamber in which said end works, a passage connecting the inlet side of the pipe and said chamber, whereby pressure in the chamber normally forces said valve to open position, and closing the exhaust port, a controlling valve in said passage, adapted to exhaust pressure from the chamber, permitting the tubular valve to shift to closed position and open the exhaust port, a piston connected to said controlling valve and exposed to air pres sure from the brake pipe, and trip-actuated means to control the admission of air to, or the exhaust thereof from, said piston, and a supplemental piston 73 exposed to the air brake pipe pressure and tending to shift the valve 70 to position to close the exhaust port when the train pipe pressure is re duced to a certain amount.

In testimony whereof, I do afiix my signature in presence of two Witnesses.

JACOB GUT.

Witnesses:

JOHN A. BOMMHARDT, C. V. ROSENBERG.

five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

